Variable clearance volume engine



Jan. 3, 1939. F. c. WAGNER 2,142,466

VARIABLE CLEARANCE VOLUME ENGINE original Filed Jan. 7, V19:55 s sheets-sheet 1 Jan. 3, 1939.

` F. C. WAGNER VARIABLE CLEARANCE VOLUME ENGINE Original Filed Jan. 7, 1935 Flag RE er wlLvt QUI'DRANT 57 LE VfR DUI". DIRECT/UNAL PUSH BUTI'DN 5 TH T10/Y AccELgpn rv R PED L 6 Sheets-Sheet 2 FRANK C. WAGNER,

Jan. 3, 1939. F, C. WAGNER 2,142,466

VARIA'IBLE CLEARANCE VOLUME ENGINE Original Filed Jan. 7, 1935 6 Sheets-Sheet 3 Flo.

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Jan.' 3, 1939. F. WAGNER 2,142,466

VARIABLE CLEARANCE VOLUME ENGINE original Filed Jan. l7, 1935 e sheets-shea 4` A Trw FRANK c'. wAsNER,

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F. C. WAGNER VARIABLE CLEARANCE VOLUME ENGINE Original Filed Jan. 7, 1935 6 Sheelts-Sheet 5 Jan. 3, 1939. F. 'c WAGNER "2,142,466I

VARIABLE CLEARANCE VOLUME ENGINE Original Filed Jan. '7, 1935 6 Sheets-Sheet T?wanvv FRANK C. WAGNER,

@Mor/mm Patented Jan. 3, 1939 UNITED STATES VARIABLE CLEARANCE VOLUME ENGINE Frank C. Wagner, Corpus Christi, Tex., assigner of one-haltto V. A. Bradley, Corpus Christi,

Application January 7, 1935, serial No. 65o Renewed November 21, 1938 8 Claims.

of compression as well as to increase the compression and expansion ratios.

It is a further object to provide a constant compression pressure regardless of varying load. l

Another object of my invention is to provide a method of generating power by a Diesel en gine so as to increase, at partial loads, the ediciency by reducing the clearance volume as the load is decreased, and vice-Versa.

It is an object to provide means for obtaining an increased ratio of expansion at partial loads over the ratio of expansion at full load. It is an object to maintain ainearly constant compression pressure at varying partial loads.

Another object is to provide an engine of larger y capacity than load requirements so that the normal operating load will be only a partial load with respt to the ultimate load capacity, thereby increasing the economy over the conventional engine.

Another object is to provide an internal com-v bustion engine for operation at overload with equal economy to a standard engine at full load.

Another object is to reduce the air supplied to the engine in excess of that required for combustion by throttling the intake charge of injection types of engines at partial loads.

Another object is to reduce the exhaust gas losses by throttling the intake charge on injectien types of engines at partial loads.

Another object is to provide' linkage between the variable clearance volume means, the intake throttle, the fuel supply and the exhaust valve actuating linkage so that for each position of the variable clearance volume means there is a corresponding relative position of each of these so proportioned that vthe best economy and/or eiliciency may. be obtained at all loads.

Another object is toprovide means for operating the variable clearance volume device under all conditions oi pressure and temperatures usually encountered.

Another object is to provide a means for changing theexhaust valve timing (and cycle of operation if necessary) so as to obtain the full benefit of the increasedl expansion ratio at partial loads.

Another object is to include in the linkage, 5 means to compensate for various climatic and any other conditions which might necessitatemaking a change of adjustment.

Referring to the drawings:

Figure 1 isa diagrammatic view of the' essen- 10 tial parts involved in this invention, showing a single cylinder with its variable clearance volume apparatus, its adjustable exhaust, the control mechanism, the intake control and the fuel control. f l5 Figure 2 is a diagrammatic detail view of a modied form in section of the control mech- -anism.

Figure 2a is adiagrammatic view illustrating the application of quadrant lever manual control 20 mear2is as applied to the structure shown in Figure Figure 2b is a diagrammatic view illustrating the application of accelerator pedal control means to the structure of Figure'2.

Figure 3 is a front elevation of the structure shown in Figure 2.

Figure 4 is a vside elevation of the cam shaft Worm Wheel, and a two-directional pilot motor which may be substituted for the hydraulic cyl- 3 inder of Figure 2 and Figure 3. 1

Figure 5 is a section through the main cylinder and the variable clearance Volume cylinder, illustrating one method of controlling the variable clearance volume. 35

Figure 6 .is .a similar View showing another method of control, with a flexible cylinder head.

Figure 'Tis a similar View showing the wedge form of control.

opposed cylinder variable clearance engine-at the `extreme ends of the stroke in maximum clearance position with the fulcrums at their innermost positions.

Figure 11 is a similar view with the fulcrux'ns 50 further apart and the pistons` approaching one another.

Figure 12 is a similar view with the fulcrums 1 in the extreme position and the pistons in the extreme position. 55

Figure 13 is a similar view with the fulcrums in the extreme position and the pistons in their inner position for a minimum clearance position at the extreme ends of the stroke.

Referring to the drawings in detail, I is a cylinder having a piston 2 and a pitman 3 pivoted at 4. The interior of the cylinder, above the piston, is designated at 5. A supplementary variable clearance cylinder E communicates with the space 5. In this cylinder is a variable clearance piston 1. Above the piston is a breather outlet 8. The piston 1 is provided with a piston rod 9, surrounded by a helical spring I0 which serves to normally move the piston and piston rod upwardly by engagement with the head I I on the piston rod 9. This head I I is formed into a yoke I2 carrying a cam roller I3 on the axle I4, which is engaged by the cam I5 mounted on the cam shaft I 6 (Figs. 1, 5 and 6).

In order to display in a single view the relationship of the parts, in Figure 1, the several parts have been turned in the diagram so they can be viewed.4 Although the cam shaft I6 is shown successively in section, nevertheless it is the same cam shaft used for operating the several mechanisms, as hereinafter described.

'I'he upper end of the cylinder I communicates -with an exhaust passageway I 1 having an exhaust port I8 controlled by the exhaust valve I9 (Fig. 1). This exhaust valve has a valve stem '20, -surrounded by the exhaust valve spring 2I. The lower end of the valve stem 28 is provided with a wedge 22, which is engaged by the head 23 carry--y ing a yoke 24 and axle 25, supporting a cam roller 25 which is actuated by the cam 21 and shaft 28.

'I'he wedge 22 serves to vary the length of the stroke of the valve stem 20, therefor varying the opening of the exhaust valve. 'I'his wedge is connected by a pitman 29 to the bellcrank 30, which is pivoted at 3| on the block 32. This bellcrank is connected to the pitman 33, which terminates in a head 34 and yoke 35 carrying an axle 36 on which is supported a cam roller 31. This roller is engaged by the cam 38 mounted on the cam shaft I 5. A spring 39 serves to maintain the cam roller against the cam.

The intake passageway` 4I! is controlled by a butterfly valve 4I connected to the lever 42, which in turn, is connected to the rod 43 that is normally moved upwardly by the spring 44. This rod 43 is provided with a head 45, yoke 46, axle 41 and a cam roller 48 engaging the cam 49 on the cam shaft I8.

axle 52 in the yoke 53 on the head 54. This head is carried on the rod 55. The roller is actuated against the cam by the spring 56. 'I'he rod 55 is connected to the valve control for controlling the amount of fuel that is admitted through the Diesel engine.

A governor 55 actuates the governor rod 51. This rod is pivoted at 58 to a floating lever 59. 'I'he floating lever 59 is pivoted at 60 to a compensating rod 5I, which isattached to the crosshead 82 which travels in the crosshead guideway 63. 'I'his crosshead is connected by a connecting rod 84 pivotally to a crank arm 85, which is mounted on the cam shaft I8. I

'Ihe other side of the crosshead 82 is connected by the piston rod 88 to the piston 81 operating in the hydraulic cylinder 88. This cylinder is provided with passageways and ports 69 and 10, which communicate with a cylinder 1I in which there operates a piston rod 12, pivoted at one end to the floating lever 59 and carrying a pair of The cam shaft I6 also carries the cam 50, engaging the cam roller 5I supported on the spaced pistons 13 and 14. This assembly is known as the pilot valve. The cylinder 1 I' is connected by the hydraulic line 15 to a pump 16. The line 15 is equipped with a relief valve 11. The pump draws its hydraulic supply through the pipe 18 from the reservoir 19. The hydraulic supply is discharged through the pipes and II from the cylinder 1 I.

Method of operation The governor 56 operates the governor rod 51 and in doing so moves the lever 59, lowering the valve stem 12 and permitting the valve 13 to uncover the port 10, and permitting the valve I4 to uncover the port 69. Hydraulic pressure from the pump 16, passing through the pipe 15, will enter through the port 69 and lift the piston 51, while the fluid above the piston will make its exit through the port 10, line 80 to the reservoir 18. This results in the movement upwardly of the piston rod 66 and associated crosshead 62, with the connecting rod 64 and crank 65 for rotating the cam shaft I6 in order to adjust the position of the cams I5, 38, 49 and 50. The result is that according to the speed of the governor the cleary ance volume in the main cylinder is adjusted, the

exhaust is adjusted, the intake for air is adjusted and the fuel admitted to the cylinder is adjusted.

In Figures 2 and 3 there is shown the hydraulic means for control of camshaft I6`with the four cams I5, 38, 49 and 50 assembled for control of the clearance volume, air intake, exhaust valve tlming, and fuel injection respectively. The control rod 51 does not necessarily have to be connected to a governor as in Figure 1, but may be connected to a quadrant lever, accelerator pedal or other control means (Figures 2a, 2b). shown in Figure 1 as broken on the upper end.

In Figure 4 there is shown a modification primarily for use in connection with marine engines. The cam shaft I5 in this instance carries cams I5, 38, 49 and 5I), described above, but has mounted on one end thereof a worm wheel 82, which engages with the worm 83 on the shaft 84. This shaft is connected to the armature shaft of the pilot two directional motor 85.

The worm wheel 82 is mountedron camshaft I6, Figure 3, between bearings, and in place of the hydraulic mechanism Iparts 51-54-63-12-11 and 68. The camshaft position is now controlled from motor 85 by means of aduc-.directional push button station (not shown) or any other suitable motor control means. This embodiment differs from that disclosed in Figs. 1, 2 and 3 only in the substitution of this electric motor driven means for the hydraulic means for controlling the position of the cam shaft I5.

Referring `to Figures 5, 6, 7 and 8, there will `be observed a variety of did'erent mechanical ways of providing a`variable clearance volume cylinder, the-arrangement of the cam shaft accessories and controls being otherwise, in each of the embodiments, the same as is disclosed in Figs. 1, 2 and 3. For instance, in Figure 6 the head of the cylinder is a flexible disc 86. This diaphragm is connected to the piston rod l and is V substituted for the usual piston 1.

It is therefore `nected to the lever I8 on the lopposite side of the 7| on the lever Il. This lever Il moves against thel resistance of the spring a.

In Figure 8 there is provideda stationary wedge 931 engaging a movable wedge ll. which is connected throughl the pitman l! with the 'lever I8. A second wedge is connected by the pitman to the lever 88. This second wedge is designated l'l' and rides upon a stationary wedge 9|. Snubber springs $3 are providedl in connection with the movable wedges. These snubber springs are provided because the connections as indicated betweeny the movable wedges ll and l1 and the pitmen 9! and 96 are loose connections.

Turning to Figures 9 to 13, there will be seen a modiiication of a variable clearance engine with double opposed cylinders and opposed pistons, the cam shaft IIB in these embodiments corresponding to cam shaft I0 in the embodiment illustrated in Figs. l, 2 'and 3 and carrying cams corresponding to or identical with cams Il, il, 49 and 50' shown in Figs.` l, 2 and .3. Fulcrums Ill and IUI are connected to an adjusting rod |02. This rod is adjusted, as hereinafter described, through the mechanism diagrammatically indicated at |03. so that the fulcrums can be brought closer together'or farther away from each other at will. The adjusting rod |02 maytake the form of any conventional extensible rod, such as a rod being composed of two sections having theirends reversely threaded and connected by appropriate nut or turnbuckle means. such as nut Il! (Fig. 9). These fulcrums comprising blocks are mounted by pins IM to be adjusted to and from each other by the selective movement of the pins IIII in the slots I Il ofthe arcuate stationary guides |00. Mounted pivotallv on the pins IM are depending linksv |01, pivotally connected at I Ul to the piston rod Il! of the respective pistons III operating in the cylinders III and III.. The Icylinders are provided with a common exhaust port IIS, controlled by the exhaust valves I3.

The links |81, sometimes -called rocking rods, are each connected by a pitman III to the crank III on the crankshaft IIC. Thus the extent to which the pistons IIB, when theyare reciprocated. will approach one another will depend uponA the adjustment of the distance between their fulcrums I" and IIII .as indicated by the dotted lines in Figure 9. These'various positionsare indicated diagrammatically in Figures 10, 11.

12 and 13.

In connection with the exhaust valve timing,

Vwhere the claims and description refer to durait is also.

tion of the lopening of said exha desired to include in the meaning "the point of opening". The wedge mechanism `shown is merely a simple means of controlling the exhaust valve and it may be necessary to have a compound means. that is. a mechanism capablel of controlling both the duration andthe point of opening separately.

Whereas inthe claims' and description, the position of camshaft Il is controlled "according to the speed of the engine. no doubt this phrase is used because of the assumption that there must be a governor, and the ordinary interpretation of a governor is to control speed. 'I'here may be used load rather than "speed" because the primary object of the invention is economy of Diesel o'internal combustion engines at varying loads regardless of speed.

means for On small engines it would be possible to operate camshaft I6 manually by connecting manually operable lever and linkage means directly to the camshaft.V

It will beunderstood that I desire to comprelhend within my invention such modifications as come within the scope of my claims and my invention.

Having thus fully described my invention, what I claim as new and desire to secure by Lette 1. In a method of operating a Diesel engine, the combination ofthe steps of synchronously controlling according to the speed of the engine and the load, the charge of air, the charge of fuel independently of the charge of air, the exhaust valve timing and the clearance volume in the cylinder of the engine, whereby changes in load are synchronized with the foregoing changes so that at partial loads an increased `ratio of expansion is obtained over the ratio of expansion at full load while maintaining the constant compression temperature. `2. In combination in a Diesel engine a cylinder and piston, means to variably control the clearance volume in the cylinder. said cylinder having an exhaust, means for variably controlling said exhaust,. means for controlling said variable means according to the speed of the engine, controlling the air intake to the cylinder according to the speed of the engine, and means to control the amount of fuel injected into the cylinder independently of the air intake according to the speed of the engine.

3. In combination in a Diesel engine of a cylinder, a piston therein, means to permit the exhaust from* the cylinder comprising an'exhaust valve and exhaust port, means to vary the clearance volume of the cylinder, means to vary the' intake oi'4 air through the cylinder, means to vary the intake of fuel injected into the cylinder independently of the air intake, a governor oper-- ated by said engine, and means connected 'to the governor to modify the clearance volume, the exhaust period, the quantity of intake air and the quantity of injected fuel.

4. The combination in a Diesel engine of a cylinder, a piston in the cylinder, means to vnry the clearance volume in the cylinder comprising a piston, a piston rod and yielding means for Vwithdrawingthe piston and piston rod, a cam and cam shaft adapted to adjust the position of' the piston and piston rod, means comprising an exhaust valve for controlling the exhaust from said cylinder, adjustable wedge means for adjusting the duration of the opening of said exhaust, means for operating said exhaust at intervals in synchronism with the operation of the engine, a second cam means on the cam shaft for adjusting said exhaust valve, wedge means, an air intake valve, a third cam means on said cam shaft for adjusting said valve, a fourth cam means on said cam shaft, and means adjusted thereby for adjusting the lfuel injection means for said engine, and a governor operated by said engine adapted to adjust said cam shaft and said cams for controlling the clearance volume, exhaust, ai? intake and fuel injection of said Diesel engine. #A

5. The combination, in aI Diesel engine, of a cylinder, a piston in the cylinder, fuel injection means communicating therewith, means to vary the clearance volume in the cylinder comprisingv a piston, a piston rod and yielding means forf` withdrawing the piston and'piston rod, a rotatu ably adjustableauxiliary cam shaft, a-cam on said auxiliary camshaft adapted to adjust the' means for operating said exhaust valve at intervals in synchronismwith the operation of the engine, a second cam means on the auxiliary cam shaft for adjusting said adjustable wedgey means, an air intake valve, a third cam means on,said auxiliary cam shaft for adjusting said air intake valve, a fourth cam means on said auxiliary cam shaft, means adjusted by said fourth cam means for adjusting the fuel injection means for said engine, a governor operated by said engine adapted to adjust said auxiliary camshaft and said cams for controlling the clearance volume, exhaust, air intake and fuel injection of said Diesel engine, and hydraulically operated means associated with said cam shaft and said governor for effecting the adjustment of` said cam shaft.

6. 'The combination, in a Diesel engine, of fuel injectionv means, a cylinder connected to said air intake `valve and said fuel injection means, a piston in the cylinder, means to vary the clearance volume in the cylinder comprising a piston. a piston rod and yielding means for Withdrawing the piston and piston rod, a rotatably adjustable auxiliary cam shaft having thereon a cam -adapted to adjust the position of the piston and piston rod, means comprising an exhaust valve for controlling the exhaust from said cylinder, adjustable wedge means for varying the effective length of said exhaust valve for adjusting the duration of the opening of said exhaust valve, cam and cam shaft means for operating said exhaust valve at intervals in synchronism with the operation 'of the engine, a second cam means onithe auxiliary cam shaft for adjusting said exhaust valve wedge means, an air intake valve, a third cam means on said cam shaft for adjusting said air intake valve, a fourth cam means on said cam shaft, means adjusted by said fourth cam means for adjusting the fuel injection means for said engine, a governor operated by said engine adapted to adjust said cam shaft and said cams for controlling the clearance volume, exhaust, air intake and fuel injection oi' said Diesel engine, and hydraulically operated means associated with said cam shaft 55 and said governor for effecting the adjustment of said cam shaft, said means comprising a hydraulic cylinder, a piston and piston rod for adjusting said cam shaft, and a hydraulically controlled valve for controlling the admission and exit of hydraulic fluid for moving said piston in said cylinder, said control valve being connected to said governor and to compensating linkage from said hydraulic piston.

'1. In a Diesel engine having a cam shaft, clearance volume regulating means, fuel injector control means, exhaust valve means, and air intake control means; a rotatably adjustable shaft, a plurality of cams on said shaft, means associated with one of said cams for adjusting said clearance volume regulating means, means associated with a second cam for adjusting said fuel injector control valve means, means associated with a third cam for adjusting said air intake control means, means associated with a fourth cam for said exhaust valve means, and including a wedge mechanism for changing the e'ective length of said valve means, and engine speed responsive means for concurrently controlling the adjustment of said clearance volume regulating means, said injector control valve means, said air intake control means and said exhaust valve control means, by rotary adjustment of said shaft and supported cams. f

8. In a Diesel engine having a cam shaft, clearance volume regulating means, fuel inmtor control means, exhaust valve means, and air intake control means; a rotatably adjustable shaft, a plurality of cams on said shaft, means asso- I ciated with one of said cams for adjusting said clearance volume regulating means, means associatedwitha second cam for adjusting said fuel injector control valve means, means associated with a third cam for adjusting said air intake control means, means associated with a fourth cam for said exhaust valve means, and including a wedge mechanism for changing the effective length of said valve means, and engine speed responsive means for concurrently controlling the adjustment of said clearance volume regulating means, said injector control Valve means, said air intake control means and said exhaust valve control means, by rotary adjustment of said shaft and supported cams, said last-named means including a centrifugal governor responsive to the speed of the Diesel engine, a crank arm on said shaft, and hydraulic means operatively connecting said centrifugal governor to said crank arm.

FRANK C. WAGNER. 

